EP3011272A1 - Procédé et dispositif de traitement de données cartographiques d'une carte numérique - Google Patents

Procédé et dispositif de traitement de données cartographiques d'une carte numérique

Info

Publication number
EP3011272A1
EP3011272A1 EP14730501.5A EP14730501A EP3011272A1 EP 3011272 A1 EP3011272 A1 EP 3011272A1 EP 14730501 A EP14730501 A EP 14730501A EP 3011272 A1 EP3011272 A1 EP 3011272A1
Authority
EP
European Patent Office
Prior art keywords
route
data
vehicle
partial
coasting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP14730501.5A
Other languages
German (de)
English (en)
Other versions
EP3011272B1 (fr
Inventor
Martin Johannaber
Volkmar Denner
Werner Poechmueller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3011272A1 publication Critical patent/EP3011272A1/fr
Application granted granted Critical
Publication of EP3011272B1 publication Critical patent/EP3011272B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/38—Electronic maps specially adapted for navigation; Updating thereof
    • G01C21/3863—Structures of map data
    • G01C21/387—Organisation of map data, e.g. version management or database structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B60W30/146—Speed limiting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed

Definitions

  • the invention relates to a method for processing map data of a digital map.
  • the invention further relates to an apparatus for processing map data of a digital map.
  • the invention further relates to a computer program.
  • the published patent application DE 1 03 45 319 A1 describes an automated, anticipatory influencing of vehicle operating parameters such as, for example, the vehicle speed via a cruise control system. This is done by using the road ahead from a digital map.
  • Such a digital map comprising information about a road grade usually requires a considerable amount of memory.
  • the object on which the invention is based can therefore be seen to provide a method for processing map data of a digital map, which reduces a required memory requirement for the digital map.
  • the object underlying the invention can also be seen to provide a corresponding device for editing map data of a digital map.
  • the object underlying the invention can furthermore be seen in providing a corresponding computer program and a corresponding computer program product.
  • map data comprising topographical
  • Track data of a route and position data of a predetermined track position of the route are provided, wherein the position data speed data of a target vehicle speed at the predetermined track position are assigned, which lie exclusively for a partial route of lying before the predetermined track position relative to a direction driving the topographical track data associated with this partial route Position data are linked, wherein the linked data is stored as processed map data of a processed digital map.
  • an apparatus for processing map data of a digital map including topographical route data of a route and position data of a predetermined route position of the route, wherein the position data has speed data of a target vehicle speed
  • linking device which is adapted exclusively for a partial route of lying before the predetermined distance position with respect to a direction driving route associated with this partial travel route topographic route data with the position onsong and the linked data as processed map data of a processed digital Save card.
  • a computer program comprising program code for performing the method of processing map data of a digital map when the computer program is run on a computer.
  • the computer program can also be sold separately from the device as a separate product, a computer program product.
  • the computer program can be stored on a separately distributable data medium with a memory card or CD-ROM. It is also possible to download
  • the linking or linking of the topographic route data with the position data exclusively for a partial route advantageously causes the topographic route data to be made available when the route position is called up on account of the link or the connection.
  • memory space is therefore advantageously saved since topographical data must be stored in this way only for the partial travel distance before the distance position. Since the data thus linked are the basis of a digital map, it requires considerably less storage space than if all the topographical route data is also stored for the complete route. This means, in particular, that the corresponding assigned topographical route data is also stored only for the partial route. Topographic route data, which lie in the direction of travel before this partial route, are not stored.
  • Topographic route data in the sense of the present invention in particular describe a topography of the route.
  • topographic route data includes information about a gradient and / or a gradient of the route. So that means in particular that topographical
  • Track data slope values and slope values, so in particular negative slope values may include.
  • Position data in the sense of the present invention describe in particular a position of the predetermined track position.
  • speed data in the sense of the present invention describes which vehicle target speed a vehicle is to have at the predetermined route position.
  • a speed limit can begin at the predetermined line position.
  • the predetermined route position may be, for example, an entry or a motorway access.
  • the predetermined route position may be a curve.
  • a partial travel route in the sense of the present invention designates in particular only a part of the route and the entire route, which lies in the direction of travel before the predetermined route position.
  • Vehicle actual speed at the predetermined distance position corresponds to the vehicle target speed.
  • Rolling out in the sense of the present invention refers in particular to an operation of the vehicle in which no drive power is required. This means in particular that, for example, a driver does not request drive power from a vehicle drive machine. In particular, he takes his foot off the accelerator or does not press the accelerator. Since the vehicle is to have a certain vehicle target speed at the predetermined route position, and the vehicle should accordingly start to coast before the predetermined route position, the predetermined route position may also be referred to as a coasting event. A coasting event thus denotes a position on the route at which the vehicle is to have a predetermined vehicle target speed.
  • a coasting event triggers in particular a rolling out of the vehicle, so that the vehicle is to have a predetermined vehicle target speed at the position of the coasting event.
  • provision can be made for a length of the partial travel route to be determined as a function of a topography of the route ahead of the predetermined route position.
  • the partial driving distance is selected to be correspondingly long.
  • a negative gradient that is to say a gradient
  • a length of the partial travel distance can be proportional to the negative gradient.
  • the longer the gradient the longer the length of the partial route can be.
  • a current mid-range vehicle (0 ° grade) in engine thrust mode (engaged) needs approximately a 260m coastline when coasting from an initial speed of 70km / h (typical highway speed) to 50km / h (local entry). If the gradient is only -2 °, the coasting distance increases to about 600m.
  • a length of the partial travel distance is determined as a function of a vehicle parameter describing a physical property of a vehicle, in particular of a plurality of vehicle parameters.
  • Vehicle parameters in the sense of the present invention describe in particular a physical property of the vehicle.
  • Such physical properties may be, for example, a mass of the vehicle, a friction coefficient of the tires, a loading state, a fuel level, an air resistance coefficient and / or a rolling resistance. Because different vehicles In this way, an optimal coasting strategy can be determined specifically for a specific vehicle in an advantageous manner.
  • a length of the partial travel path is determined as a function of a vehicle operating parameter describing an operating state of a vehicle, in particular of a plurality of vehicle operating parameters.
  • Vehicle operating parameters in the sense of the present invention in particular describe an operating state of the vehicle.
  • Such an operating state can be for example a coasting with a motor drag torque.
  • An operating state of the vehicle may be, for example, coasting with a drive motor uncoupled from a drive train. When coasting with a motor drag torque of the drive motor is still coupled to the drive train. The driver does not request drive power from the drive motor.
  • a vehicle with an engine drag torque rolls out differently than a vehicle in which the drive motor is decoupled from the drive train. This is advantageously taken into account in the calculation of the length of the partial route, so that not too much topographical route data or even too few topographic route data is unnecessarily linked to the position data.
  • coasting of the vehicle to achieve the predetermined route position is simulated with the predefined setpoint speed, so that the length of the partial travel path is determined based on the simulation.
  • corresponding parameters can be, for example, the vehicle parameters and / or the vehicle operating parameters.
  • Simple averaging advantageously further reduces memory footprint.
  • the corresponding linked data is suitable for calculating an optimal coasting process or an optimal coasting strategy. Any deviations from reality, such as a difference between calculated target vehicle speed during coasting and real vehicle speed during coasting, may be corrected during a coastdown event, for example. For example, during coasting, the vehicle may be decelerated or accelerated so that the real coasting can be matched with the simulated coasting.
  • FIG. 1 shows a vehicle which is moving towards a coasting event at a speed on a driving route
  • FIG. 2 shows a representation of the route according to FIG. 1 in a digital map according to the prior art
  • FIG. 3 shows a representation of the route according to FIG. 1 in a digital map, the underlying map data having been processed according to the invention
  • FIG. 4 shows a flow diagram of a method for processing map data of a digital map
  • FIG. 5 shows a representation of the route according to FIG. 1, the underlying map data having been processed according to the invention
  • FIG. 6 shows an apparatus for processing map data of a digital map
  • FIG. 7 shows a flow diagram of a method for processing map data of a digital map.
  • FIG. 1 shows a vehicle 101 which, for example, is moving toward a coasting event 103 on a driving route 102 at a speed of 100 km / h.
  • the coasting event 103 in this case is a speed limit of 50 km / h.
  • Methods are described in the prior art for optimally planning the travel of the vehicle 101 from the point of view of fuel consumption, for example, by timely raising a foot of a driver of the vehicle 101 from the accelerator pedal with a trailing engine coasting process.
  • another strategy may be to initiate a so-called sailing event in advance of the coasting event 103 by disengaging the engine from the driveline (disengaging, either allowing the engine to continue idling or turning it off completely).
  • the driving force F prop and thus the coasting action before the coasting event 103 are different.
  • the optimum time to initiate a coasting event prior to the event 103 also depends on individual vehicle parameters, for example air resistance coefficient, face or mass, as well as the road gradient y. Complicating may be added if the road gradient ⁇ is not constant over the coasting process, but is dependent on the spatial position. This leads to equation Eq. 1 usually not mathematically closed solvable, but is solved by a numerical method.
  • FIG. 2 shows the representation of the route 102 from FIG. 1 in a digital map.
  • the route 102 was divided into discrete segments 201-209, to each of which slope information ⁇ is stored. If a certain gradient error is not to be exceeded, the road segment 102 must be divided into a corresponding number of segments 201-209. The greater the change in slope on the route fails (peaks, depressions), the smaller the segments must be. If there is a very wavy Fahrrownto- pologie, this means a high memory overhead for storing the corresponding topographic route data, in particular the route slope data. In the case of known digital maps for navigation systems, information on coasting events and topographic route data is stored separately from one another, with the topographical route data assigned to the route always being stored for the entire route. Base of
  • Navigation data are usually so-called “shape points" or polygons that make up a route segment.
  • altitude / gradient data, ie topographic route data, and additional information such as speed limits are then stored. This results in more slopes being stored in the database than needed to implement a coasting function.
  • the topographic route data that is to say in particular the gradient data
  • the topographic route data of the partial route with the coasting event ie the predetermined route position, linked or connected.
  • FIG. 3 illustrates this idea according to the invention by way of example.
  • Two speed-limiting situations or coasting events 301 (traffic sign 70 km / h) and 302 (city entrance) are shown.
  • topographic route data, in particular slope data 303 are stored in the Ausroll Scheme for a certain road section, so linked to the position data of the coasting event 301 and stored. Equivalently, this is done for a road segment or a partial journey ahead of the coasting event 302 (Gradient Data 304).
  • FIG. 4 shows a flowchart of a method for processing map data of a digital map so that the topographic route data, in particular slope data, associated with a coast event (301, 302) can be obtained.
  • map data comprising topographical route data of a travel route and position data of a predetermined route position of the travel route are provided. Since these map data are still processed in the following and only the processed map data are then used as the basis for a processed digital map, these can be provided
  • Raw data is commonly referred to as raw data.
  • This raw data may be provided or provided, for example, by a navigation map data supplier.
  • This raw data base ie this raw data, is used in navigation systems in the
  • a filter which filters out the coasting events in the raw data in a step 402, that is to say in particular the position data of the coasting events with the corresponding speed data.
  • this filter can be parameterized via parameters in an additional optional step 406 to influence the coasting events found (for example, only speed-limiting traffic signs or, in addition, also curves which due to their geometry lead to speed restrictions or additionally also driveways).
  • the relevant products for the product to be created that is, for example, the digital map to be created
  • these are sent to a further processing step 403.
  • the filtering of the topographic route data that is to say in particular of the gradient values, which are located in the relevant coasting area, that is to say the partial journey route, of the coasting events found, now takes place.
  • 404 can be parameterized. In the simplest case, a fixed, maximum coasting specified area before the rolling event, so a constant length for the partial route.
  • This storage comprises linking the filtered-out topographic route data with the position data of the associated coasting event, ie the associated predetermined route position, as well as storing this linked data as processed map data.
  • This edited map data forms the basis for a processed digital map.
  • more complex filtering functions may be used, such as filtering a slope-dependent coasting length (for large slopes before a coasting event, slope data is filtered out for a long coasting area; for large upward slopes prior to a coasting event, slope data is filtered out for a short coasting area ).
  • the filter parameters for step 404 may be vehicle parameters (eg, mass, drag coefficient, or rolling resistance).
  • a coasting process for a vehicle can be simulated with these parameters and thus the coasting length, ie a length for the partial journey, determined and based on the determined Ausrollin the topographic route data, in particular the slope parameters from the raw data according to the step 401 and stored in the navigation database according to step 405.
  • FIG. 5 again shows the scene from FIG. 1.
  • the vehicle 101 travels downhill in the direction of a coasting event 103 "traffic sign 50 km / h".
  • the real slope profile of the route 102 is represented by a single slope.
  • line 501 represents. This is a mean gradient for a certain range, ie a certain length of the partial journey, before the coasting event 103. Only the topographical route data associated with this area are linked to the position data of the coasting event 103 and in the navigation map according to the step 405 according to FIG 4 stored.
  • another advantage of this particular embodiment is that the differential equation Eq. 1 can be analytically solved in this case to describe the velocity v (s) over the distance traveled s.
  • Eq. 4 is a solution of equation Eq. 1 represents, when the driving force F prop is set to zero (coasting without drive) and from a constant pitch angle ⁇ , as shown in Figure 5, is assumed.
  • the parameters a and b are further expressed by the equations Eq. 2 and Eq. 3 represents, v 0 represents the initial speed of the vehicle at the beginning of a coasting process.
  • This procedure has the advantage that only a single gradient parameter for a coasting event has to be stored in the digital map.
  • the coasting behavior v (s) before a coasting event can be determined by applying Eq. 4 are determined while driving.
  • vehicle parameters such as the current vehicle mass or the drag coefficient are only used during the calculation in the vehicle, that is, no vehicle-specific expression of the data in the navigation map database 405 in FIG. 4 is necessary.
  • Equation Eq. 4 can advantageously be used as follows: Based on the electronic horizon of a navigation device, the next coasting event in the direction of travel is determined in a forward-looking manner.
  • the coasting event carries the target speed v (s) as well as the mean road grade or the mean distance ⁇ . Both values can be found in Equation Eq. 4 insert. If one then sets the current vehicle speed v 0 of the vehicle, then Eq. 4 according to the distance s that is required to reduce the current vehicle speed by means of a coasting to the target speed. Thus, it can be analytically determined by which distance a coasting event is to be initiated before a coasting event.
  • Av (s) v so n (s) - v is set (s), this can be compensated by additional measures.
  • the control interventions should advantageously be designed such that as far as possible no kinetic energy is converted senselessly into heat energy. If Av (s)> 0, that is, the real speed is less than the pre-calculated coasting speed, for example, a running air conditioner can be switched off automatically at short notice or a running generator can be switched off at short notice in order to reduce the rolling resistance of the vehicle. Another option would be to place a transmission in idle mode to couple a trailing drive motor from the drivetrain.
  • FIG. 6 shows a device 601 for processing map data of a digital map, the map data comprising topographical route data of a route and position data of a predetermined route position of the route, the position data being assigned speed data of a vehicle target speed of a predetermined route position.
  • the device 601 comprises a linking device 603, which is designed to link the topographical route data associated with this partial travel route with the position data exclusively for a partial travel route of the route lying in front of the predetermined route position with respect to a direction of travel, and the linked data as processed map data of a processed digital Save card.
  • FIG. 7 shows a flow diagram of a method for processing map data of a digital map.
  • map data comprising topographic route data of a route and position data of a predetermined route position of the route are provided, wherein the position data are speed data of a vehicle target speed of a predetermined
  • Track item are assigned.
  • the topographical route data associated with this partial travel route are linked to the position data exclusively for a partial travel route of the driving route lying in front of the predetermined route position, the linked data being stored as processed map data of a processed digital map according to a step 705.
  • the invention thus encompasses in particular the idea of calculating or calculating parameters for coast events, wherein track data, in particular topographical track data, of a database of map data of a digital map according to roll-out relevant parameters, for example the coast events, ie the predetermined track positions, are searched spatially before a coasting event wherein the found topographic route data associated with such a coasting event is edited for data reduction, such that after processing the data thus processed is linked or linked to the coasting event.
  • Such roll-out events may in particular be traffic signs, for example speed limit signs and / or cancellation signs, or may be, for example, curves or town entrances.
  • the rolling-relevant parameters, ie in particular the topographic route data may comprise gradient and / or height data.
  • the slope data for a single slope or for a single elevation data difference can, for example, be condensed per coasting event, in particular averaged.
  • a closed solution of the differential equation Eq. 1 for calculating a coasting time, solution in the time domain, or the coasting distance corresponds to the coasting distance, solution in the local area, are used.
  • a regulation of the coasting process can additionally be provided in order to compensate for inaccuracies in the precalculation of the coasting process.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Databases & Information Systems (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Navigation (AREA)

Abstract

L'invention concerne un procédé de traitement de données cartographiques d'une carte numérique. Pour cela, on prépare (701) des données cartographiques comprenant des données de distance topographique d'un parcours et des données d'une position prédéterminée dans le parcours, on associe aux données de position des données de vitesse théorique d'un véhicule au niveau de la position prédéterminée dans le parcours ; on chaîne (703) les données de distance topographique, uniquement pour une partie d'un parcours situé avant la position prédéterminée dans un parcours correspondant à une direction de conduite, avec les données de position ; et on stocke (705) les données chaînées en tant que données cartographiques traitées d'une carte numérique traitée. L'invention concerne en outre un dispositif et un programme informatique correspondants.
EP14730501.5A 2013-06-21 2014-06-11 Procede et dispositif de traitement de donnees cartographiques d'une carte numerique Active EP3011272B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013211800.7A DE102013211800A1 (de) 2013-06-21 2013-06-21 Verfahren und Vorrichtung zum Bearbeiten von Kartendaten einer digitalen Karte
PCT/EP2014/062059 WO2014202435A1 (fr) 2013-06-21 2014-06-11 Procédé et dispositif de traitement de données cartographiques d'une carte numérique

Publications (2)

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EP3011272A1 true EP3011272A1 (fr) 2016-04-27
EP3011272B1 EP3011272B1 (fr) 2019-05-01

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EP (1) EP3011272B1 (fr)
CN (1) CN105431341B (fr)
DE (1) DE102013211800A1 (fr)
WO (1) WO2014202435A1 (fr)

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WO2014202435A1 (fr) 2014-12-24
CN105431341A (zh) 2016-03-23
EP3011272B1 (fr) 2019-05-01
CN105431341B (zh) 2019-06-07
DE102013211800A1 (de) 2014-12-24

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